Brake control mechanism



l "l t l'-r. JAMES, JR

BRAKE CONTROL MECHANISM Filed sept. 25, 1947 5 Shee'gs-Sheet 1 INVENTOR.THU/WAS JIJ/)755 JE.

Nov. 4, 1952 T, JAMES, JR 2,616,767

BRAKE CONTROL MECHANISM Filed septfz. 1947 s sheets-sheet 2 INVENTOR.

7' HOM/15 JAMES JE A T TENE Y N0Vf4, .1952 T. JAMES, JR

BRAKE CONTROL MECHANISM Filed sept. 2S, 1947 s sheets-sheet s I N V ENTOR.

7'//0MA 5 JA MES JE A Tra/ENEY Patented Nov. 4, 1,952

UNITED STATES GFF'lfCiE 2,616,767 'BRAKE oo'rRoL MCISM 'Thomas James,tr., -oak1yn, NJ. Amn'ieanonsepteerber.25, 194i,'seria1l*io.776;0"2o

(o1. sosa-68a l claims.

This nventiorr relates to brake control lmec-ha4` nismsfand moreparticularly -`to vvalve mechanisms associated `therevvitfl'r-i whichenable release and application of theobrakes of la car, repeatedly,after the Voar has 4been disconnected `from a charged train for 'otherAmain-sourceof air supply..

In airllerakesystems, especially those `'employed on lraf'il-roadfcars,each car is *usually provided-With an auxiliary air reservoir whichsupplies the a'ir pressure required to-operate :thef'associated brakes.

When thecairs arecoupled'to achargedtrain the auxiliary 'resei-voirsyare charged fv'vith air 'pres'- sure -b-y a main Vreservoirillounted'on the locomotive. 'The-air pressure in all (of "the auxiliaryreservoirs are usuallvmaintainedat substantiallythesamepressurebysuitable control-valves. The auxiliar-y `'reservoirprovided 'on 'each individual car is connected through a-`suitabl`econtrolvalve to the brake cylinder, 'which `WhenV charged cfp-`e'rates'eto lapply 'the brakes. i the vbrakes the brake Jcylinders lareconnectiedto.

Under @these-circumstances', until 'the 'ca'rhas aa'i been-connected to`a xchar'g'edtrain or'fother source of-fairfsupply, the cumbersomeandiinhandy hand operated mechanical "brakes 'niust be resortezl 1to1'info-rde'rfto either halt -or prevent 'the movement' Oif'thecar.

The present :invention contemplates novel and high-1y useful valve means'which enable the brakesto VAbe repeatedly applied by -air .pressurefromitlie auxiliarylreservoir after 'the carhasbeen disconnected freinthe `ricain source `of supply.

This "is accomplished by sealing the air .in ther auxiliary' reservoirwhile 'the Vrpressure is l"being relievd'in the brakecylinder-duringbrake fre--v .leasin'goperations -Thus byconserving the `air p'rfessur'einthe auxiliary reservo'irfit.may.be-.uti lized .repeatedlyfto apply thebrakes.

It is an object of the invention to provide in-anv air brake system anovel brakeecylinderpressure releasevalvefwhicli Willautomatically"cut,oi or assume a normalpos'ition after previous'actuation tofbrake 'releaseposition'when the air brakesys'- temis'recharged. y

`A-`furthe1- object is to provide in 'abr'ake 'system offthe characterset forth a noveljyalve mecha ni'sm 'between the control valveand"'brake'cylin,

der, which VWehen in `one `position connects `the brake cylinder tto `asource of air pressure, jw'hen in a second position connects the`b'ra'.7l:eV cylinder to `exhaus't While sealing ythe air 4supplyagainst air now, and when na third-position connects both the source -ofr supplyand vbrake cylinder to exliaust; Amanual ineansifor operatingsaid elease -val-ve to fits different positions of adjustment, and-iluid pressure means `for conditioning `Asaid valve for inoveinenttosaidf-"-rst position when-the. brake pipe is connected to air pressure.

In carrying outlthe invention in one'forrnftheree of, manuallyoperablemeans are-provided *for repeated operation Vof `ithe brake Vcylinderfrom air supply in theires'ervoir for afrail'vvay 'car when the brakepipe is operatively disconnected from the locomotive orlothersource -ofpressure: manually operable 'means includes a cani o'w'er and a camhaving facain 'surface for ac'tatinga valve from a 4Viirst posi-tion forconnecting -`the brakecylinderto 'said reservoir fforactuatin'g thebrake to a second position for connectingr 'the brake cylinder toexhaust to release lthebrake and prevent air flovv from the reservoirfto exhaust. kFurther ink accordance with the inv'enVM tion a 'uid motormeans-is-connected-to the-brake pipe ftoactuate the vcamin Iresponse'tolbrake pipe pressure in a direction {to inovesaidfcanifsurdaee away fromsaidcain `follower to permit-oper of theivalve ifr'oin said secondposition Yto-s'aidfirst position yb'y -a spr-ing or 'resilient means.

l @ther :andfurther objectsl willgbeconie apparent as Vthe vdescriptionof Vthe invention progresses.

Othe drawings: n

1 is a general assembly view, diagrammatic Yin vpart and partly insection, of the complete air brake system, parts of certain `oi" 'thelements thereof being s'hownbroltnaway -to Ioreolealy illustrate thestructurethereof.

Fig. 2 is a longitudinal .sectional elevational view of the controlvalve-of 'the'airlbrake-system;

Fig; 3 is a Asectional `View taken substantially along-line 3-=3,of,Fig.2.

Fig'. 4 :is ,a `longitudinal sectional elevational view of the pressurerelease valve.

Fig. `5 is' :a sectioned view of the-pressure-ie' lease valve takensubstantial-ly along AvlineWIE-eof 4.'

Fig. 6 is an end'view'of the pressure '-rlease Valve shown `in Figs. 4andf'5 `looking from left-5to rg'ht'of Fig. 4.

Fig. '7 is a plan view of the movable valve element yof the pressurerelease valve together .with portions of the surrounding structures'l'i'w'ri in section.

Fig. 8 is a sectional elevational view taken substantially along line8-8 of Fig. '1, and

Fig. 9 is a general assembly View, partly diagrammatic, of an air brakesystem of a modified construction.

Referring to the drawings and-more particularly to Fig. 1 thereof, thenumeral I designates the entire air brake system consisting generally ofa brake mechanism 2, a brake cylinder 3, a brake pressure release valve4, a control valve 5, an auxiliary air pressure reservoir 6, a brakepipe 1, a main source of air pressure such as a main air reservoir 8 anda valve 9 which connects and disconnects the brake pipe 1 from the mainreservoir 8. All of the above referred to parts with the exception ofthe main reservoir 8 and the valve 9 are secured in any suitable mannerto supporting structure (not shown) disposed beneath a railroad car orother structure With which the system may be associated. The mainreservoir 8 and valve 9 may be mounted in any suitable manner on alocomotive, on a stationary structure adjacent a passenger or freightdepot, or at any other suitable location.

The brake mechanism 2 comprises a supporting frame I2, which when thebrake system is employed on railroad cars, may be the wheel truck uponwhich the body of the car is mounted. A wheel I3 is rotatably mounted inany suitable manner on the frame l2. Brake shoes I4 and I5 removablymounted in any suitable manner in brake heads I6 and I1, respectively,engage the periphery of wheel I3 at opposite sides thereof. Brake headI6 is supported upon a pin I8 which extends through aligned aperturesprovided in a substantially vertical brake operating lever I9,intermediate the ends of the latter, the lower ends of a pair ofsubstantially vertical -supporting arms 22 (only one of which is shown),and in the outer reduced portion 23 of the said brake head I6. The upperends of arms 22 are rotatably supported on a pin 24 which in turn issecured in any suitable manner to frame I2. Lever I9 and brake shoe I4are thus effectively supported by arms 22. Brake head I1 for brake shoeI is bifurcated, as shown at 25, to receive the inner extended portion26 Yof a substantially Vertical dead lever 21. Brake head I1 ispivotally mounted on a pin 28 which extends through aligned aperturesprovided in lever 21 and in the bifurcations 25 of said brake hea-d I1.The upper end of lever'21 is pivotally supported on a pin 29 which inturn is secured to frame I2 in any suitable manner. The lower ends oflevers I9 and 21 are connected by a pair of adjustable pull rods 32 and33.

The upper end of lever I9 is pivotally connected to the outer end of thepiston rod 34 of the piston 35 operating in brake cylinder 3.

From the foregoing description it is seen that upon movement of piston35 to the right (Fig. 1) by air pressure, as will appear more fullyhereinafter, brake shoes I4 and I5 are urged into contact with wheel I3.Upon movement of piston 35 to the left upon release of the pressurethereon, brake shoes I4 and I5 will be moved out of frictional contactwith wheel I3.

The present invention includes the brake mechanism 2 only in the broadsense since it forms a part of the entire air brake system. Accordingly,inasmuch as the specific structure of the brake mechanism forms no partof my invention a further description thereof is unnecessary. For a fulldisclosure of such brake mechanisms reference may be had to my pendingapplication 4 Serial No. 726,284, led February 4, 194'1, forimprovements in Brake Slack Adjusting Mechanisms.

The piston 35 of brake cylinder 3 is operated to the right to apply thebrakes by air pressure from auxiliary reservoir 6, passing throughvarious parts to be described and referred to generally as a conduit,during both normal and abnormal operations of the system. As shown inFig. 1, the left hand end of brake'cylinder 3 is connected by a pipe 36to a flanged pipe coupling 31. The flange 38 of coupling 31 is securedin any suitable manner, such as by bolts 39, to a correspondingly shapedflange 42 provided at the right hand end (Figs. 1 and 4) of the uppersection 43 of release valve 4. The left hand end (Fig. 4) of section 43is also provided with a flange 44 which is secured by bolts 45 to thehead plate 46 provided at the right hand end of control valve 5. Releasevalve 4 also comprises an intermediate section 41 secured to uppersection 43 by bolts 48 and a lower section 49 which is secured by bolts52 to the intermediate section 41. Valve 4 has been constructed in threesections for ease of manufacture, it being understood that the specificstructure thereof may be varied without departing from the invention.

Upper section 43 has provided therein, an inlet passage 53 whichterminates at its inner end in an enlarged substantially circularchamber 54, and an outlet passage 55 which terminates at its inner endin an enlarged valve chamber 56. A reduced circular passage 51 connectschambers 54 and 56. A valve element 58 of substantially disc-likeconstruction is movable vertically in chamber 56 between an upper valveseat 59 provided on upper section 43 and a lower valve seat 62 providedon intermediate section 41.

Valve element 58 comprisesupper and lower portions 63 and 64,respectively, Fig. 8, which are secured in any suitable manner to arelatively thin metallic intermediate portion 65. Upper and lowerportions 63 and 64 may be constructed of any suitable flexible materialsuch as vulcanized rubber or leather which is adapted to form aneffective seal when valve element 58 is seated. Intermediate portion 65is cut away as shown at 66 in Fig. '1 to permit air to flow past Valveelement 58 when the latter is unseated. The four circumferentiallyspaced projections 61 on intermediate portion 65 retain -valve element58 in a centered position in chamber 56 during its movement betweenvalve seats 59 and 62. Upper portion 63 of valve element 58A hasextending upwardly centrally thereof a cylindrical boss 68 which alignswith a similarly shaped boss 69 depending from the upper wall 12 ofchamber 54. A resilient means, coil spring 13, surrounds bosses 68 and69, which act as spring seats, and extends through connecting passage 51and engages the upper portion 63 of valve element'58 and the upper wall12 of chamber 54. Spring 13 accordingly urges valve element 58 againstthe lower valve seat 62. Valve element 58 will also be urged againstseat 62 by air pressure when valve chamber 54 is connected to pressure.

T he lower portion 64 of valve element 58 has provided centrally thereofa cylindrical recess 14 which receives the upper reduced end 15 of a camfollower 16 of the plunger type. Cam follower 16 extends through and isguided in a cylindrical opening 11 provided centrally of intermediatesection 41. The lower reduced end 18 of cam follower 16 engages areciprocatory cam member 19. A series of relativelysmall verticallydisposed airfdischarge openings r8-2 are provided .around vcentralopening 11 "which 'extend between and communicate'with t'lalvejchamber56and an enlarged exhaust or discharge opening 83 whichis turn extends-to the lower end of the intermediate section 41. l.According-1y., whenvalve Yelement 58 is unseated air from the system may escape to-e-Xhaustthrough openings 82,;and ,enlarged `opening 83. In order to assureproper alignment of the various openings just described, intermediatelsection 41 is .provided with a :cylindrical boss-84 at the upper -endthereof which `-seatsin a :correspondingly lshaped .recess 85jprovidedat the lower end of upper section y43. The parts are then secured inposition by bolts 48, as previously described. Y

Cam member 19 'comprises ,an 'enlarged substantially rectangular lefthand portion `A86 `and a .slightlyy Yreduced substantially cylindrical4right hand lportion 81. The upper dat surface 88 of cam member 19 iscutaway -intermediate the ends thereof forming an inclined cam surfacel89. Cam surface 89 terminates in a 'substantially hori- Zontal portionV92 at the lower Yend thereof which engages cam follower 1-6 when valveelement `58 is .in its` lower or normal position of adjustment, as.shown inligji. The upper end of cam surface 89 terminates in the upperflatsurface 88 of the, rectangular portion 86 of cam member 19. The twofiat surfaces -88 and 92 are parallel to each otherand are disposed inplanes normal to the line of travel of the cam follower 16. The two flatsurfaces are `interconnected by the incli-ned surface -89 which uponmovement of the cam )1:9 moves toward and away from Ythe cam follower toactuate vit and valve -element -58 against the bias of spring 13 'and-torelease the cam follower for actuation of the valve element 58 by thespring 13, The upper vflat surface 88 functions toA retain valve element58 in its upper or brake cylinder release position -of adjustment, aswill appear more fully hereinafter.

The substantially rectangular end 86 -of cam member 19 extends into andis guided for reciprocatory movement in a correspondingly shaped recess93 provided in the lower section 49- of release valve yd. Thesubstantially cylindrical end 8 .1 off-cam member 19 extends .through asemicircular recess 94 providedA i-n the end wall 95 of Jlower section49 andI through a circular openingflprovided at the left hand end 91(Fig. 4) oftheuid motor cylinder 98 integralwith intermediate portion`41. Recesses 93` and 94 are open attheupper end thereof to .permitassembly ofl the cam .member 19 therein. The right hand endf81(Fig. 4)of cam member 19 engages the left .hand end 99 of a, piston |02operating in cylinder 98. The'piston |02 is dishedout at the left yhandend thereof as shown at |03 so as to enable the cam member 19 tonormally .extend into 'cylinder 98 a `substantial distance. A gasket |04'is provided at the inner end of cylinder V98 which when engaged bypiston |02 .forms a seal to .prevent air 'leakage from said cylinderaround the cylindricalend 81 of `cam member 19.

v'Iherigl'it hand end (Fig. 4) of cylinder 98 is closed'by an end plate|05, the said "end plate being secured to the cylinder in 'any suitablemanner, such as by bolts |06. A pipe |01 connects end plate to the brakepipe 1. Thus when `brake pipe 1 is connected to pressure the piston |02is operated to the inner end 'of cylmueres. v

shown more particularly in Figs. 4 and 5 cani member 19 "has secured 4toand depending 6. therefrom va crank .pin |08 which extends into theelongated slot |09 provided V:in 'the inner end of 'a 'crank arm |.|2.The 'outer-end of crank 'arm |f|2 is secured vin any suitable manner :to'the upper 'end 'of :a pin |rl3 journalledin a 'bushing H4. Bushing`|:|"4 is secured 'in zany. v'suitable manner inthe 'eniarged opening l5.provided Tat the lower end of the lower section 49 of .release valve'4. A lever 116 `is secured :intermediate its ends to the lower end-ofpin ||3 in 'any `suitable manner such rasby -a locking pin ||1. Lever||6 is provided with openings :I I8, |18 near 'the outer ends thereoffor .receiving operating rods 119, H9., which when the 'syste'rn isemployed on railroad cars, Vextend ltransversely of `the said cars so asto be readily accessible to a brakeman `or other railroad employee. Thusto actuate valve element T58 'upwardly 'from A"the position shown .inFig. 4, either. of the rods ||9 is urged outwardly causing operation oflever ||6 and crank arm y| 2 ina counterclockwise direction (Fig. 5.).thereby actuating `cam member 19 to the right (Fig. '4). Cam surface 89now actuates cam follower 1'6 andV valve element 58 upwardly. Should itbe vdesi-red to .discharge the fair from the -system as for example in.the event of 'overcharging thereof. valve element 58 is .actuated'substantially midway between valvefseats 59 and 62. However, should itbe desired to relieve the pressure in brake cylinder 3 to release thebrakes vand at the same timeto seal the auxiliary reservoir 6 Vagainstair flow, valve element 58 is urged against valve seat 58. Whencamimember 19 has been moved so as to tightly urge valve .element 58against valve. 'seat i5t), the upper flat :surface v88 thereof will have:moved into engagement with the lower end 118 of cam .follower 16. Valveyelem-ent 58 consequently will :bie held in its upper-most .position'o'fadjustment 'until-cam member 1-9 is moved in t-lie opposite direction;`In order'v to actuate cam .member 19 to the left '(Fig. 4) either ofrods |9 may be moved inwardly, which causes move*- ment of lever |6 and.crank arm |`2 in a 'clock'- wise direction '(Fig. 5), therebyreturning. cam member 19 to the .position `shown in Figs..'4 and 5.Spring 13 'now urges 'valveV element 58 on its lowerseat 62..

The. .partswmay also be restored to normal position by piston |02. In'the event that valve element 58 has been Vactuated to its upperposition o'f adjustment, ras previously. described, .and the brake `pipe1 is then connected 'to pressure, it `is seen that piston |502' willactuate cam inem'- ber 19 to the position shown in Figs. 4 land 5 andspring 13 will again actuate Athe said valve "element '58 intoengagement with lower Iseat '62.

'It is --al'so seen that when piston '|02 is sube J'ected t'o pressureby 4bra-ke pipe 1, cam lmember 159 Iis held in the position shown inFigsxlland 5 by a pneumatic lock. IConsequently cammember 1'9 cannot beactuated manually `until the -pre'ssure in brake pipe 1 has beenrelieved.

The flange 42|l of release valve 4 is so secu-red to the head plate 4t,Fig. l, of control valve 5 that the inlet passage 53 thereof, lF-ig. 4,aligns with the outer passage |'i2'2 of said control valve. As shownmore particularly in Fig. i2, 'outlet passage I|22 is otsubstantially-U1-shaped5cons'tructionl and extends from head plate v46 into `thetend-ing guide "slot |26 for "a sliding valve element |21.' Valveelement |21 comprises a. lower substantially rectangular base portion|28 having an elongated recess |219 provided in the lower surfacethereof intermediate its ends, and a pair of laterally spaced,vertically extending side walls |32, |32 (Fig.'3). Side walls |32, |32extend over theentire length of base portion |28 and the upper edgesthereof are spaced slightly from the upper surface of bushing |24. Aspring |33 secured to a pin |34 extending between side walls |32, |32engages the upper inner, surface of bushing |24 and resiliently retainsvalve element |21in slot |26. The air pressure in valve chamber |25 alsourges valve element |21l into slot |26. As shownin Figs. 2 and 3, theinner end of outlet passage |22 terminates in slot |26. A dischargepassage |35 also extends downwardly from slot |26, through bushing |24and thence through the outer casing |23 of control valve 5 toatmosphere.

When valve element |21 is in the position shown in Fig. 2, outletpassage |22 is connected to the valve chamber |25 and consequently airmay flow from control valve to release valve 4, and whenthe latter is inthe position shown in Fig. 4, the said air may continue to flow to brakecylinder 3 to apply the brakes. The position of control valve 5 shown inFig. 2 is known as theA Service or Emergency position of said valve.When valve element. |21 has been actuated to the right (Fig. 2) so thatpassages |22 and |35 are connected by recess |29I fluid from brakecylinder 3 now ows to exhaust through pipe 36, valve 4, passage |22,recess |29 and passage |35. The last mentioned position of control valve5 is known as the Brake Release position thereof.

Valve member |21. is actuated to its diiferent positions by means of apiston |36. As shown in Fig. 2 piston |36 operates in an enlargedcylinder |31 provided at the left hand end of valve casing 23. A bushing|38 having a relatively narrow slot |36l provided in the upper innersurface thereof is tightly fitted within cylinder |31 and receivespiston |36. The outer or left hand flanged end (Fig. 2) of cylinder |31has secured thereto, in any suitable manner such as by bolts |42, an endplate |43. A pipe |44 connects end plate |43 to bra-ke pipe 1, as shownin Fig. 1.

Secured to and extending into the valve chamber |25 from piston |36 isan extended valve operating member |45. The intermediate portion |46 ofmember |45 in assembly, lies between the side walls |32, |32 of valveelement |21 and terminates in a transversely disposed substantiallytriangular valve actuating element |41. A second valve operating element|48 is provided on extended member |45, which when the parts are in theposition shown in Fig. 2, is spaced slightly from the inner or left handend of valve element |21. When in the position shown in Fig. 2, valveelement |21 has been actuated to the left by element |41, the latterstill being in engagement therewith. As shown in Figs. 2 and 3,intermediate portion |46 is spaced slightly from the side walls |32,V|32 and from the upper sideV of the base portion |28 of valve element|21, while operating elements |41 and |48 extend beyond and lieexteriorly of the end extremities of said valve element. Accordingly,piston |36 and member |45 will move relative to valve element |21 apredetermined distance until either element |21 or element |48 engagessaid valve element, when both will then move in unison during theremainder of the travel of said piston. As shown in Figs. 2 and 3, airin valve chamber |25 is free 8. to flow around member |45 and the valveoperating elements |41 andv |48 thereof.

Piston |38 has provided around the outer extremity of the left hand face|49thereof an annular, semicircular ange' |50 which, when the parts arein the position shown in Fig. 2, engages the inner face |52 -of endplate |43 forming la seal therebetween and preventing air from auxiliaryreservoir 6 from escaping to brake pipe 1. The other side |53 of piston|36 also has provided thereon an annular flange |54 which, when the saidpiston has been fully actuated to the right (Fig. 2) engages the righthand end wall |55 of cylinder |31, thereby preventing air in brake pipe1 from entering valve chamber |25 around the said piston |36. Whenpiston |36 has been moved to the right (Fig. 2) as just described theleft hand end of slot |39 will extend slightly to the left of saidpiston, thereby establishing communication with the left hand end |56 ofcylinder |31 and permitting air from brake pipe 1 to flow into slot |39and thence into the annular chamber defined by the periphery of flange|54, bushing |38, the right side |53 of piston |36 and the wall |55 ofcylinder |31.f In'order to permit a small quantity of air from brakepipe 1 to enter valve chamber |25 to recharge auxiliary reservoir 6,ange |54 has providedftherein one or more small openings |56. Thus whenpiston |36 has moved to the right, valve element |21 will also have beenmoved to the right by element |48 causing the said valve element toconnect passages |22 and |35. Air from valve chamber |25 thereforecannot escape through either of passages |22 or |35. Accordingly airunder pressure from brake pipe 1 will now flow into slot |39 in bushing|38, thence into the annular chamber between flange |54 and bushing |38,thence through openings |56, thence around member |45 and into valvechamber |25, from which it flows to auxiliary reservoir 6 through apassage |51 provided in the upper end of bushing |24 and casing |23 anda pipe |58 which connects control valve 5 to the said reservoir.

As shown in Fig. 1 brake pipe 1 is connected by a flexible pipeconnection |59 to a branch pipe |62 which in turn is connected to theoutlet port |63 provided in the casing |64 of valve 9. The inlet port|66 in valve casing |64 is connected by a pipe |61 to the main reservoir8. Valve casing |64 has also provided therein an exhaust port |68. Theports |63, |66 and |68 are spaced ninety degrees apart and certain pairsof said ports are adapted to register with an L-shaped passage |69provided in the rotary valve element |12 of valve 9.V A handle |13 issecured to valve element |12 in any suitable manner for actuatingthelatter to its diierent positions of adjustment. When valve 9 is inthe position shown in Fig. l, air pressure from main reservoir 8 flowsinto brake pipe 1 to charge the latter. Upon movement of valve element|12 a distance of ninety degrees in a clockwise direction, L-shapedpassage |69 in valve element |12 registers with outlet port |63 andexhaust port |68 thereby connecting brake pipe 1 to exhaust. When'in thelast mentioned position of adjustment the solid portion |14 of valveelement |12 closes inlet port |66 thereby preventing the escape of airfrom main reservoir 8.

In air brake systems for railroad cars, a brake pipe 1 extends over thelength of each car and has a flexible pipe connection |59 provided ateach end thereof. The flexible pipe connections |59 enable the brakepipes of all the cars of a train to be connectedi 'lhevalve` 9, as;previousl't7 described; is` mounted on Athe locomotive and when. in:thepositi'onshown inI Fig. 1. operates to vchargethe: entire system; Avalve |15.' isv provided adacent. each` exible. pipe connection. topreventthe escape ofA air from the. system when thefcarsof a train arebeing interconnected. The valves |1115j also prevent the escape ofv airfrom the system while the cars arev being uncoupled from the train.

From the foregoing description the operations off my improved air brakesystem is thought to. be apparent. However, inA order to. correlate. thevarious elements thereof a brief descriptionrof the. operation of thesystem. as a- Whole will now beg given..

Duringv normal operations. of the system, that is; when one or morerailroad cars, for example, are. connected toa locomotive, thevalveV|115 dis,- posed at the outer end of the. end car is closed to preventthe escape of air from. the. system, all of thev other valves |l beingopen. Now to release. the brakes, valve 9 is moved to the positionshown` in Fig. 1 causing air pressure from main reservoir 8 to chargethebrake.- pipe 1'. Air pressure from brake pipe 1` now enters the left.hand end (Fig. 2) of cylinder |31 of control valve 5, causing the piston|36 to move to the right, and consequentlyv causing valve' operatingelement |481 on member |45 to also actuate valve element |21' to4 theAright.` The recess |29 at the lower end-of valve element |21 nowconnects outlet passageA |22 of control valve 5 with the dischargepassage |35` thereof, Athereby connecting brake cylinder 3 to exhaustthrough pipe 36, passages 55', 51 and 53 of release valve 4 and thesaidv passages |22 and |35 of' control valve 5. AirA pressurev frombrake pipe 1 also enters the. right hand end (Figs. 1 and 4) of' releasevalve 4 thereby actuating piston |62` and cam member 19y to the positionshown in Fig. 4, allowing spring 13 to urge valve element 58 on itslower seat 62. Thus, in the event that any of the valve elements 58`hadbeen previously moved into engagement with its' upper seat 59, uponcharging brake pipe 1 as just described, such valve elements willimmediately move to their normal position, as shown in Fig. 4.Consequently air may now flow in either-'direction through passages 53,51 and 55 of release valve 41 during operations of thel brakemechanism.- v

When valve element |21 of control valve 5 has been moved to the right,as previously described, air fromA valve chamber cannot escape through.passages |22 or |35. However, since chamber |25I is directly connectedto auxiliary reservoir 6 by meansA of passage |51 and pipe |58 air isfree to flow therebetween. Accordingly, auxiliary reservoir 6 may now becharged by air pressure'from brake pipe 1, the air from the latterflowing into chamber |56 of cylinder |31, thence into slot |39, thenceinto the annular chamber dened by ange |54, bushing |38', piston |36 andend wall' |55V of said cylinder |311, thence through openings |56 inflange |54 and into valve chamber |25-around extended portion |45 ofpiston 1136, and' thence into auxiliary reservoir 6 through passage |51and pipe |58.

New in order to apply the brakes, valve element l12 of Valve 9 isrotated ninety degrees ina clockwise direction, causing passage |69thereof to register with outlet port |63 and exhaust port |68, therebyconnecting brake pipe 1 to exhaust and at the same time sealing inletport |66 against air flow. Inasmuch as brakepipe 1 isnow connected; to,exhaustthe. pressure. at the left side or thefpiston |36 of controlvalve5 is immediately reduoed.. The pressure at the right side (Fig. 2) off'piston |36. supplied by auxiliary reservoir 6 nowmolves saidI piston tothe left. After movement of piston |36; a predetermined distance to theleft (Fig. 2) valve. operating element |41 engages.; valve element |215and moves` the latter to the position. shown in Fig. 2, therebyuncoveringf passage |122. Air pressure from auxiliary` resservoir 6 nowows through outlet passage |22, ofvalve.- 5*, passages53, 51, and 55 ofvalve 4, pipe 3.8 andr into. brake cylinderl 3 causing the piston 35;operating therein to apply .thel brakes. The brakes nowremain. applieduntil; brake. pipe 1 is again chargedE as previously described.

Thefbrakesare thus applied and released; whil the cars are connected toa charged train. This operationv may-beconsidered as the normaloperation. ofz the; airbrake system.`

In ordertd reliever the pressure in the auxiliary reservoir 8; andbrake` cylinder 3, in the event `of overcharging; thereof: by brakepipe 1. the Said rbake pipe; is.; first connected to exhaust byoperation. off valve 9",v as previously described. Valve element 58ofirelease valve 4 is, then moved-upwardlyfbetweenv valveseats 59 and 62by manipulatingrods H19; to permit air from reservoir 6' and brakecylinder 3 to, escape to exhaust through passages 8:2, and 8.3: untilthe desired pressurev iS engined'.Y The pressure inthe system may alsobefuuy disenargedrm this manner if it is s0 desired..

supposingnewt that. a oar is uncoupied from the.. train.. valves |15.are first.- opened t0. C011- nect. brake pipe. 1 to exhaust.. Piston |36will now'bemoved tothe. left (Fig. 2.). bv air pressure fromaulxifliary` reservoirl 6` causing valve element I L21 to. assume the.position shown. in Fig. 2.: The

piston 31501"v brake cylinder 3 will now be operatedfbyA air pressurefrom auxiliary reservoir B to applyl 'the brakes. Shouldi it now bedesired to move the,A car it obviously is -rst necessary to release` thebrakes. Accordingly one of the rods I|9 .isl moved outwardly.` Thismovement of rod ||9 actuates lever ||6 and crank arm ||2` in acountercloclrwise direction (Fig. Y5) and shifts cam member 195110 theright (Fig. 4).. Valve element. 5.a isnow urgedupwardly against valveSeat sary-cam se and` cam follower 16 thereby cuttingoifiurther airflowfrom reservoir 6.v When in, fully operated position the lower end of camfollower 16; willrest upon the flat surface- 88 at the'top 0f cam member19 thereby effectively holding; valve. element 58 in itsuppermostposition oi adjustment. v A ijr from brake cylinder 3 noWdischarges to exhaust throughV pipe 36, pas- 'sagev 55, valve chamber56, openings 66, openings 8,2 and exhaust. opening 83, therebyyreleasing the brakes and permitting `the car to be moved.

Should it. be desired to again apply the brakes, one of rods |9 ismovedinwardly thereby causing movement of lever H16 and crank arm ||2 inaclockwise direction (Fig. 5) and shifting of cam member 19 to the left(Fig,L 4) to the position shown in Figs. 4 and 5f. The lower flatsurface 92 of cam member 19 now registers with camfollower 16 whereuponspring 13 urges valve element 58 upon its lower seat. 62. The exhaustpassages s2 and as are now out; ofi and. air from reservoir 6l againflows to brake cylinder 3 causing the piston 35 operatingv therein toagain apply the brakes.

13x ysealing the reservoir t against air flow during thebralw releasingoperati.ons the fluid pressure therein is eectively conserved. Thebrakes,

therefore, may be applied and released Without necessitating rechargingof the brake pipe.

When the car is again connected to a charged train piston 102 operatesto restore cam member 19 to the normal posi-tion shown in Fig. 4whereupon spring 13 operates to also restore valve element 58 to itsnormal position on valve seat 62. The device, therefore, isautomatically conditioned for normal operation, of the system, aspreviously described.

Fig. 9 illustrates a modified construction wherein the control valve 5is eliminated from the system. 'I'he system shown in Fig. 9 alsocomprises a brake cylinder 3 whose piston rod 34' is connected to abrake lever I9. Brake cylinder 3 is connected to the outlet end of arelease valve 4' by a pipe 3B', the inlet end thereofbeing directlyconnected to an auxiliary 'air'. pressure reservoir 6' by a pipe 200.Auxiliary reservoir 6 is connected to a brake pipe 'I' by a branch pipe20| having a check valve 202 provided therein to prevent a reverse flowfrom said reservoir to said brake pipe when the latter is connected toexhaust. A branch pipe |01' also connects the cylinder 93' of valve 4'to brake pipe 1. A lever H6 operates a cam element (not shown) similarto the cam element 19 shown in Fig. 4 to effect application and releaseof the brakes, as previously described. charged directly by the airpressure in brake pipe 1 the check valve 202 operating aspreviouslydescribed to prevent a reverse flow of air when the pressurein said brake pipe is relieved.

From the foregoing description it is seen that novel and highly improvedair brake systems have been provided. By utilizing the improved brakecylinder release valve in an air brake system the air pressure in theauxiliary reservoir is conserved. Consequently the brakes may be appliedrepeatedly without recharging the brake pipe. When the car has beenconnected to a charged train the brake release valve is automaticallyrestored to normal position so as not to interfere in any way with thenormal operation of theair brake system.

While the air lbrake systems shown herein, have been described inassociation with railroad cars, it is apparent that they are equallyadapted for other uses as Well. It is also apparent that gases otherthan air may be used'as the operating medium as wellvas liquids such asWater or oil, without departing from the invention. The specific devicesherein described Vmay also be modified to satisfy the specicrequirements of the apparatus with which they may be associated withoutdeparting from the invention.

Accordingly, while the embodiments herein shown and described areadmirably adapted to fulll the objects primarily stated, it is to beunderstood that it is not intended to limit the invention thereto sinceit may be embodied in other forms,- all coming within the scope .of theclaims which follow. Y l

What is claimed is: l

1. In a railway air-brake system including a brake, a brake cylinder foractuating said brake, and a brake pipe adapted for connection 'to anddisconnection from a locomotive or other source of airlpressure, thecombination'of means for actuating said brake comprising a conduitconnected to said brake cylinder, an air-pressure reservoir, meansincluding a valve movable to different positions interposed in saidconduit between said reservoir and said brake cylinder, said valve ,when

The auxiliary reservoir is 12 ina first position connecting Vsaid brakecylinder to'saidv reservoir for actuating said brake, said valve when ina second position connecting said =brakecylinder to exhaust toreleasethe brake and preventing air ow from said reservoir thereby conservingthe air pressure in said reservoir, manually operable means for repeatedoperation of said brake cylinder from the air supply in said reservoirwhen said brake pipe is operatively disconnected from the locomotive orother source of pressure, said operating means including a cam followerand a cam having a cam surface for actuating sai-d valve from saidfirst. position to said second position, resilient means for actuatingsaid valve from said second position to said first position uponmovement of said cam surface away from said cam follower, andfluid-motor means connected to said brake pipe for actuating said cam tomove its surface away from said follower for operation of said valve bysaid resilient means to said rst position.

2. In a lrailway brake syst-em including a brake, la brak-e cylinder foractuating said brake, and a brake pipe f-or connection t-o anddisconnection from a' locomotive or other source of air, the combinationof means for actuating said brake comprising a conduit connected to saidbrake cylinder, an 'air pressure reservoir, valve means interposed insaid conduit between said reservoir and said cylinder and 'having anelement mov-able to different positions with respect to a pair of valveseats, said valve element when in a rst position against a first one ofsaid seats connecting said brake cylinder to said reservoir foractuating said brake, said valve element when in a second positionagainst the second one of said seats connecting said brake cylinder` toexhaust to release the brake While preventing air flow from saidreservoir, thereby conserving air in said reservoir, manually oper-ablemeans for repeated operation of said Vbrake cylinder from the air supplyin said reservo-ir when said brake pipe is disconnected from thelocomotive or other source of pressure, said manual means including acam follower anda cam movable between a first position :and a secondposition and having Aan inclined surface interconnecting two parallelsurfaces disposed in planes normal t-o the line of movement `of said camfollower for actuating said valve elementV from said first position tosaid second position, resilient means for biasing and actuating saidvalve element from said 'second position to said rst position aftermovement of said inclined surf-ace away from said cam follower, saidfollower in said two positions of said cam respectively bearing uponsaid parallel surfaces, and uid-motor means connected to said brake pipefor actuating said cam in response to brake pipe pressure in a directionto move said cam surface away from said cam follower for operation ofsaid valve element to said first p-osition'by said resilient means.

3.; In a railway Iair-brake system including a brake, a brake cylinderfor lactuating said brake anda brake pipe adapted for connection to anddisconnection from a locomotive or other source of air pressure, thecombinati-on of means for actuating said brake in the absence ofbrake-pipe pressure, comprising -a conduit connected to said brakecylinder, an air-pressure reservoir connected t-o said conduit, valvemeans including a Valve element movableto different positions interposedin said conduit between said reservoir and said brake cylinder, saidvalve element when in a first position connecting said brake cylinder tolsai-d reservoir for actuating said brake, said valve element when in asecond position connecting said brake cylinder to exhaust to release thebrake and preventing air iioW from said reservoir thereby conserving theair pressure in said reservoir, operating means for repeated manualoperation of said valve element when said brake pipe is operativelydisconnected from the locomotive or other source of pressure forrepeated operation of said brake cylinder from the air supply in saidreservoir, said operating means including a cam follower and a camhaving a surface for actuating said valve element from said firstposition to said second position, resilien-t means for actuating saidvalve element from said seo-ond positio-n to said first position uponmovement of said cam surface away from said cam follower, andfluid-motor means connected to said brake pipe for actuating said cam tomove its surface away from said follower forl operation of said valveelement by said resilient means to said first position and for exertinga force upon said cam tohold it in its said last-mentioned position.

4. In a railway air-brake system including 'a brake, a brake cylinderfor actuating said brake and a brake pipe adapted for connection to anddisconnection from a locomotive or other source of air pressure, thecombination of means for actuating said bra-ke in the absence ofbrake-pipe pressure comprising a conduit connected to said cylinder, anair-pressure reservoir connected to said conduit, valve means interposedin said conduit between said reservoir and said cylinder and having anelement movable to different positions with respect to a pair of valveseats, said valve element when in a first position against a first oneof said seats connecting said brake cylinder to said reservoir foractuating said' brake,said valve element when in a second positionagainst the second one of said seats connecting said brake cylinder toexhaust to release the brake and preventing air flow from saidreservoir, thereby conserving the air pressure in said reservoir,operating means for repeated manual operation of said valve element whensaid brake pipe is ldisconnected from the locomotive or vother source ofpressure for repeatedoperation of said brake cylinder from thev airsupply in said reservoir, said operating means including a cam followerand a cam movable from a first position to a second position and havinga surface for actuating said valve element from said first position tosaid second position, resilient means for biasing and actuating saidvalve element from said second position to Cil 5. In a railway air-brakesystem including a brake, a brake cylinder for actuating said brake anda brake pipe adapted for connection to and disconnection from alocomotive or other source of air pressure, the combination of means foractuating said brake in the absence of brakepipe pressure comprising aconduit connected to said cylinder, an air-pressure reservoir connectedto said conduit, valve means interposed in said conduit between saidreservoir and said cylinder and having an element movable to differentpositions with respect to a pair of valve seats, said valve element whenin a first position against a first one of said seats connecting saidbrake cylinder to said reservoir for actuating said brake, said valveelement when in a second position against the second one of said seatsconnecting said brake cylinder to exhaust to release the brake andpreventing air iiow from said reservoir, thereby conserving the airpressure in said reservoir, operating means for repeated manualoperation of said valve element when said brake pipe is disconnectedfrom the locomotive or other source of pressure for repeated operationof said brake cylinder from the air supply in said reservoir, saidoperating means including a cam follower and an elongated cam movablefrom a first position to a second position and having an inclinedsurface movable beneath and against said follower for actuating saidvalve element from said first position to said second position, saidinclined surface joining a fiat surface of said cam against which saidfollower rests when said element is moved to said second position,resilient means for biasing and actuating said valve element from saidsecond position to said first position after movement of said camsurface away from said follower, and fiuid-motor means connected to saidbrake pipe having a member movable into driving relationship with saidcam and operable upon return of pressure to said brake pipe foractuating said cam in a direction to move said inclined cam surface in adirection for movement of 'said'cam follower and of said valve elementto said first position by said resilient means, said fluid-motor meansexerting a force upon said cam to hold it in its said first position aslong as said brake-pipe pressure persists.

THOMAS JAMES, JR.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 1,464,640 Breck et al. Aug. 14,1923 2,287,775 Baker et al June 30, 1942 2,350,242 McAlpine May 30, 19442,388,538 Hamrick Nov. 6, 1945 2,392,185 Pickert Jan. 1, 1946

